Aircraft undercarriage



R. W. BROWN AIRCRAFT UNDERCARRIAGE J an. 8, 1952 4 Sheets-Sheet 1 Filed Feb. 28, 1947 INVENTOR QQY WNDQOWN av fycfl ATTORNEYS Jan. 8, 1952 R. W. B ROWN, 2,531,935

AIRCRAFT UNDERCARRIAGE Filed Feb. 28, 1947 4 Sheets-Sheet 2 I NVEN'IOR IZQY w. bQOWH ATTORNEYS Jan. 8, 1952 R. w. BROWN 2,581,935

AIRCRAFT UNDERCARRIAGE Filed F'eb. 28, '1947 4 Sheets-Sheet 5 INVENTOR ROY W. @QOWN ATTORNEYS Jan. 8, 1952 R. w. BROWN 3 AIRCRAFT UNDERCARRIAGE Filed Feb. 28, 1947 4 Sheets-Sheet 4 Yl/ll/I/IllI/l/Il/rllIllaviii!!!7117 35 41zl ll vllllllllld I NVENTQR IZOY- W. DIZOWN BY ATTORNEYS line 22 of Fig. 1;

Patented Jan. 8, 1952 stone Tire & Rubber corporation of Ohio Company, Akron, Ohio, a

. Application February 28, 194'}, erialN 73lQ01 I l This invention relates to aircraft undercarriage especially adapted for cross-wind landings .One of the problemsjto be consideredinthe design and development of small, privately owned. aircraft is the lack of adequate landing strips to permit safe landings under-all wind conditions. It is quite desirable to have the aircraft adapted for cross wind landings so that only a minimum of landing strips, and areas will be required to permit the aircraft to land I The general object of this invention is to avoid and overcome the foregoing and 'other,.disadvantages of previous types of aircraft undercarriages and to provide an aircraft undercarfz Claims. -(o1.'244-,-104) riage characterized by .its ability to effect controlled swivelling .of one or more of the. landing wheels during cross-wind landings.

Still another object is. to provide resilien torsional restraint of a swivelledlanding wheel for aircraft.

. Another object of the invention is to limit the amount of swivelling movement ofa. landing wheel relatively to the aircraft structure. A further object of the invention is to provide an aircraft undercarriage which requires a minimum of maintenance and is adapted for long service life. H

Another object of the invention is to provide an aircraft undercarriage comprisin alanding wheel which may be torsionally deflected to guide the aircraft and which will return to a neutral position automatically when the torsional force thereon is removed: Y s Another object is to provide an improved rubber torsion member. I y I The-foregoing and other objects of the invention will be made apparent as the specification proceeds. 1

Reference now is made to the accompanying drawings, wherein: I

Fig. 1 is an elevation of an aircraft-undercarriage embodying the invention;

Fig. 2 is an enlarged horizontal section on Fig. 3 is an enlarged vertical section on'line 3--3 of Fig.2; 1 Figs. 4, 5 and 6 are fragmentary vertical sections taken on lines 4-4, 5-5 and 6- -6, respectively, of Fig. 2;

Fig. 7 is a plan of a lock plate usedin the embodiment of; the invention shown in-'Figs. 1 through 6, showing a bolt, in section, engaged with'theplatej Fig; 8' is a section, substantially similar to Fig. 3, of a modified embodiment of the invention Fig. 9 is an elevation of the resilient connec tion device used in the-invention embodiment Figs;

Fig. 10 is a plan of the device shown in Fig. 9 taken on line |0-'-|0 thereof;

Figs. 11 and 12 are horizontal sections taken "respectively on lines lll'l and l2l2 of Fig. 9;

Fig. 13' is a fragmentary vertical section of a further modification of the invention;

Fig. 14 is a horizontal section taken on line l4-'-l4 of Fig. 13;

Fig. 15 is a vertical section taken on line [5-15 of Fig. 16 of a further modified embodiment of the-invention; and r Fig. 16 is ahorizontal section taken on line Iii-l6 of Fig. 15. r

Now referring indetail to the structure shown in the drawings, a support member 20, usually tubular in form, is provided, which member is made from any suitable material and is adapted to engage in a conventional manner with a support plate 11 of an aircraft for support of same "when not in the air. Member 20 is adapted to slidably receive cylindrical member 2|, the lower end of which carries a torsion member 22 to provide pivotal mounting for a pair of fork arms between which a pneumatic tire and wheel assembly I9 is journalled.

Vertical load is transmitted between member 20 and'cylinder 2| by means of a radially extending flange 23, suitably secured, as by welding, to-cylinder 2!. A flange 24 is usually formed on the lower end of the member 20 and a suitable annular thrust bearing 25 is positioned intermediate flange 23 and flange 24. Thrust bearing 25 may be of any suitable construction and, in this instance, is shown as comprising a rubber member having a friction material coating 26 on its lower surface, or extending through the body of the member 25, as shown, 'to divide the bearing, if desired. The friction material coating 26 has the unusual property of greater kinetic friction than static friction and it is made from fabric which is impregnated with castor oil, a wax compatible with the oil, and aluminum soap. Graphite also may be present in the, impregnating composition,

clamp ring 21 is provided to engage with the outer surfaces of the flanges 23 and 24 to limit axial movement between members 20 and 2| while permitting rotation therebetween.

In order to retain the telescoped portions of respectively, said ribs being complementally engaged in suitable channelsproviddin member 20 by crimping. Ribs 33 and 34 may be replaced by a series of circumferentially spaced expanded areas, if desired. Friction i'na'terial 30, similar to the friction material 26, may be integrally bonded to the radially inner surfaces of the bushings 28 and 29-, as shown in Fig. 3.

An 'apertured 'sup'part 911133553 secured within m'einbr 20 immediately above the upper end offoyli nd er 2]. Aperture 3 6 is or sliitable'shap'e to constrain a non-cylindrical bolt shank 31 against rotation therein.

Bolt 31 eXtends through plate 3 to provide clamping means for a pair of resilient disc-like torsion members 39 and 41, each s'uch m'ember being of sandwich construction with side plates 42, 43 and 44, 45 vulcanized or otherwise bonded to resilient disc-like elements, the "two torsion elements being maintained clamped in juxtaposition, as best shownin 'Fig. 3. Plates 43 and 44 are centrally apertured at '43d'to allow f'r'ee clearance of bolt 31, and are provided with lugs 45 extending radially therefrom for engagement with slots 41 formed in the upper end of cylinder 2| to constrain the plates against rotational movement with relation to cylinder in. Plates as and 44 are preferably proyidediwith means for rendering them substantially integral, whenin their assembled positions. Thus, pins 50, earned by plate 44, extend into registered apertures in plate 43 to lock plates jlji and 41 in unitary assembly. Plates 42and 4 5 are providediwithrctangular apertures to complement thesq'uare shank of bolt 3'l, thus prohibiting rotation therebetween. Hence, the rubber torsionrnernbers 3'9 and M resiliently co n ct me b r new}! to permit slight rotational movement therebetween while resisting, resiliently, Such movernent ini'tiated by torsional forces set up in the members 39 and, 4|. The engagement efcylinder 2| at the midpoint of the torsional bearing assemb y comprising discs 39 and 4| insures even distribution of torsional stresses throughout that assembly. I V

In order to limit the amount of relative "a'r'c'uate movement of the pneumatidtire'and wheel assembly 9, associated with cylinder T2 'jst'o p "or e l i ns me n ma err rifieit ire 2, 4, 5 and fi there isshown one embodiment of means for limiting rotational or castering move- 4 abut the end margins of cut-out sections I28 to limit wheel castering in each direction. Cut-out sections I28 are of preselected length to control the desired limit of castering. More than one set of cut-out sections may be provided in the same assembly to provide universal application of the undercarriage unit. I V

The construction described hereinabove provides a compact, sturdy, "effective means for permitting Wheel castering in aircraft undercarriage while simultaneously damping such castering to prevent whee shimmy or yaw. Controlled castering enables the aircraft to be safely landed atgiatenarig'les to "the prevailing wind than can it ment oi the undercarriage wheel disclosed herein. A stop lug 2]., f nding its support inmeniber 20, is positioned immediately above flange 24 'to dependtherefrom the lower marginthere'of "extending into acut-out sedan 1 28 "or damp 11, as shown in Fig. 2. The split clamp 21 preferably has two such cut -oiit sections "I 28, diametri- Cally o posed and each adapted tor'c'eiv'e a 51351) tiiiiious arou d "each 'seiiii-oi'fclilalr portion of be safely efiected with previous undercarriages. Upon landing, initial ground contact of the wheels automatically aligns the wheels in the direction of forward motion of the airplane and this lst'rue even though the airplane approaches the runway in a side-slip, due to the well-known characteristic of a caster to automatically align a wheel in the/direction ofvehicle movement, with the wheel axis tailing the vertical cas-ter pintle. V

The embodiment of the invention shown in Figs. 8 through 1-2 isverysimilarto that shown in Figs. *1 through except l/bait cam "means are also provided to aidthe undercarriage wheels in "resisting and controlling the relative movement of the aircraft support members. In this in-- stance, telescoped support tubes 51 and5-2 have a bushing 53 positioned therebetween. The support tube 52 has -aplurality of circumferentially spaced slots 54 formed in its upper end to engage lugs 55 formed on metaliplates '56 to prevent relative rotation therebetween. To complete the assembly, resilient rings 51 =and 58 are vulcanized to and extend between -a metal cup 59 and a plate 6|, and metal plates 62 and 3, respeo'tively. The metal cup 59 is-suitably secured to the member 5| to prevent relative-movement therebetwee'n and such securing means may comprise dimples filpressed-into-the member-5| from its outer "surface. A bolt 155 having a square shaped shank 66 extends through the rubber rings 51 and 58 and their associated plates to axially clamp the resilient torsion rings to the cup 59 and thus to the member 5|. Theplates 6|, 62 and "63, and the cup '59 have;complemental apertures therein forrecei'vingthe shank of the bolt to constrain 'thespl'ates against rotation relatively-of the bolt shank. V

Fig. 9 shows that the plates 5fi have cam surfaces 68 "formed thereon diametric opposition,

whereas'cam engaging 01' follower sections 69 are defined by iportionsof splates =64 and 62 at corresponding iportionsthereof whereby the cams 68 and cam followers 69 are normally engaged, to permit abutment 'bf vthe .planiform,.por tions of paired plates 56 and plates =61 -and |r2., Thus, when a torsional force is applied toei-therthe member 5| or 52 tending to rotate such member with relation to the associated support member, resultant movement of the cams 68,. with relation-to the cam followersv 69 forces apart rings 51 and 58 to cause compression or iiow -of the material therein to the extent that they present increasing resistance to rotational movementbetween the tubes 5| and-52;d3 1 e to wheel castering. Also, the rings 51 and58, when deflected, will function to-return the members 5| and 52 to their normalrelative'positions when the external force thereon is removed.

iStill -"aiig;the'r "embodiment of the invention, in Figs. 13 and 14, or parts and comprises an aircraftin'ouhtd *cynn.

'tier 89 and a wheel carryingcylinder fll in telescoped relation therewith; The cylinders 89 and 8| are, in general, secured together and associated for relative rotational movement and load transmittal as in the embodiments of the invention described hereinbefore. In this instance, a

bridge member 82 is secured within the cylinder therein complementally;to receive ends 86 ofa torsion bar 81 positioned by thebridge plate '82 and plate-83 and extending therebetween. Torsion bar 81, of suitable metal, is adapted to resist,

resiliently, relative rotational movement between the members 80 and BI and to realign such membersupon removal of a distorting forcer a Afurther modification of the invention embodying use of a torsion bar is shown in Figs. and 16. In this embodimentcylinder 9| extends into tubular member 92 and is mounted therein for slight arcuate movement with relation 'to the member 92 in any conventional manner. A bridge member 93 is positioned in and secured to the cylinder 92 and such bridge member 93 has an aperture 94 therein which engages with head 95 of a torsion member 96, the other end of which engages with a member (not shown) associated with the cylinder 9|. The upper or inner end of the cylinder 9| has a plurality of cam surfaces or recesses 91 of any desired shape and spaced circumferentially. Cam surfaces 91 are adapted to engage with rollers 98, which are mounted on a yoke member 99, by pins |0|. Fig. 15 best shows that the camsurfaces 91 are substantially symmetrically formed and have one maximum recessed or cut-out portion which gradually slopes up to the end of the cylinder 9|. The rollers 98 normally arepositioned at the bottom of the cam surfaces 97. To insure the requirement of. substantial force for movement of the cams up to the cam surfaces 91 to the intervening flat, a relatively heavy coil spring )2 is compressibly retained between bridge member 93 and the yoke 99. Hence in this embodiment of the invention, relative rotational movement between the cylinder 9| and the tubular member 92 is resisted both by torsional forces set up in the torsion bar 96 and by the force required to compress spring I02 the axial depth of cam 91. In this instance, the cams and their associated means function as spring loaded detents that aid in centering the supported member 9| with relation to the support member 92 and in resiliently resisting relative rotational motion therebetween due to wheel castering. Energy stored in the spring I02 and torsion member 96 aids in returning the members 9| and 92 to their neutral positions, upon release of wheel torque.

In any of the embodiments of the invention disclosed herein, any conventional material may be used in forming the aircraft undercarriage, the resilient or rubber-like torsion bushings or cushions used in the invention, the torsion bars, etc. The illustrated embodiments are particularly adapted to light weight but sturdy constructions. The advantages above enumerated for landing operations are equally applicable to take-oif operations, since the undercarriage described herein enables an aircraft to move on the ground with the longitudinal axis of the plane at an acute angle with the direction of ground motion. The carriage will function automatical- ,ly as above stated to assume the proper wheel direction immediately upon ground contact dur ing landing, regardless of whether the airplane is in straight. flight or. in a side slip, andthe wheels will: gradually return to normal or centered positions as the aircraft speed falls below the stall speed thereof.

= In accordance with the patent statutes, one

complete embodiment of the invention has been illustrated. and described in detail but the invention is not:limited tothe specific examples set forth since modification may be resorted to within the scope of the appended claims.

What is claimed is: g

1. In an aircraft undercarriage, a tubular member fixed to the aircraft, a wheel carrying cylinder telescopically mounted in said tubular member, said tubular-member and said cylinder each beingrprovided' at lower portions thereof with radially extending flanges, a resilient bearing disposed intermediate 'said flanges for power transmission therebetween in an axial direction, means associated with said flanges to limit axial movement in the, opposite direction, said means comprising an annular C clamp adapted to be mounted around said flanges, a stop lug pro- .jecting radially from said tubular member, a cut-out sectionof said clamp into which the stop lug projects, and means disposed at the lower end of said cylinder for the pivotal mounting of an aircraft wheel.

2. 'In a torsion mounting adapted to be secured between two telescopically associated cylinders, a pair of axially aligned spool-shaped resilient elements disposed within said cylinders, radiallyextending plates bonded to the end surfaces of each of said elements, a second pair of plates intermediate the opposingv plates of the axially aligned spools, said last-mentioned plates defining axially extending symmetrical camlobe portions in diametric oppossition, said opposing end surfaces defining diametrically opposed cam follower surfaces adapted to allow, abutment between the cam formingplates and the cam follower plates when in a single diametric position and to cause sepa ration therebetween in all other diametric positions.

3. In an aircraft undercarriage having telescoped cylinders, a torsion bushing comprising a pair of superimposed plates with lugs extending from the peripheries thereof, a rubber-like member secured to each of said plates, a cover plate secured to each of the said members in substantially parallel relation to said lugged plates, and a bolt extending through said lugged plates and cover plates to provide clamping engagement therebetween and to clamp one of said cover plates to one of said cylinders; and means for securing said lugged plates to the second of said cylinders whereby said torsion bushing resiliently resists relative rotational movement between said cylinders.

4. In an aircraft support, two relatively rotatable cylinders positioned in telescoped relation, a pair of plates secured to one of said cylinders, said plates having cams formed thereon, a pair of resilient elements, metal plates secured to opposed surfaces of said elements, said resilient elements being disposed axially of said cylinders in juxtaposition with the innermost plates defining cam surfaces engaged with said cam, and means for securing the outermost metal plates to the other of said cylinders, whereby relative rotational movement of said cylinders is resisted by a compressive force set up in said resilient elements by cam action therebetween reinder.

aromas suiting axial compression of said resilient elements' V 1 5. an aircraft undercarriage, a castor stype landing wheel mounting assembly comprising a tubular member fixed to the aircraft to depend therefrom, said tubular member including a cy 'lindrical lower end portion, .a wheel carrying cylinder-having one only of its ends telescopically mounted longitudinally :slidableiinsan end portion only ofthe' cylindrical portion of :said tubular member, "resilient torsion resistance means interposed between said tubular member and said cylinder, axially spaced cooperating radially extending flanges fixedly attached to said tubular member and cylinder respectively, a resilient "thrust bearing disposed between said flanges, .a 1 clamp-ring engaged with the radially outernedge portion of said Lfianges, said ring having .a loose axial fit to said flanges thereby permitting a limited relative axial movement between said tubular member and-cylinder.

' i 6. In an aircraft undercarriage, a castor type landing wheel-mounting assembly comprising a tubular member fixed to the aircraft to depend therefrom, said tubular member including a cylind-rical lowe'r-end' portion, a wheel carrying cylinder-having oneonly of its ends telescopically mounted longitudinally slidable in an end portiononly-o'f the cylindrical portionof said tubular member, torsion resistance means interposed between said tubular member and said cylinder, axially spaced cooperatin radially extending flanges fixedly attached tosaid tubular member "and cylinder respectively, a resilient axial thrust bearin'g comprising rubber and fabric disposed T between said flanges, a s'lidable clamp ring enga'ged'w ith the radially outer :edge portion of 'said flanges, said ring having a loose axial fit to said flanges thereby permitting a limited relative axial movement between said tubular member and cyl- 7. In an aircraft undercarriage, -a caster "type landing wheel mounting assembly comprising a tubular member, fixed to the aircraft to depend therefrom, :said tubular member including a loy- Zlindrical lower .end portion, a wheel carrying cylinder having one :only of its. ends telescopically mounted longitudinally slidable in an end portion only of the cylindrical portion of said tubular member, resilient torsion resistance means interposed ,between said tubular member and said-cylinder, a pair :of axially spaced resilient bushings :disposed between the walls of said tubular memher and cylinder whereby'said walls are retained V in spaced concentric relation, -axially spaced cooperating radiallyextending flanges fixedly attached :to said tubular member and cylinder respectively, a resilient axial thrust bearing com- ;prising rubber with a fabric covering disposed betweensaid flanges, a slidable clamp ring engagecl with the radially outer edge portion of said flanges, said ring haying a loose axial fit to-said vflangesthereby permitting a limited relative axial movement between the tubular member and cylinder. I

ROY W. BROWN.

. REFERENCES CITED 7 The following-references are of record in the file ;of this. patent:

, UNITED STATES PATENTS Number 691,789 German-y .June 5, 1940 

